One belt, one road China strategy should focus on the transformation of transportation and logistics, the channel and channel economy, and the establishment of a national circulation system for China's trade with the layout of China's global free trade zone. Under the strategic background one belt, one road, many domestic areas still need to solve the problem of transportation, logistics, channel and channel economy. We should transform the advantage of transportation channel into the advantage of economic channel as soon as possible.
'The transportation advantage is transformed into the logistics advantage, and the channel advantage is transformed into the channel economic advantage, the most important of which is realized through the park form. Therefore, the planning and layout of logistics park is very important. ' Recently, Zhou Lei, a postdoctoral student of Tsinghua University, stressed the importance of the transformation of transportation and logistics, channel and channel economy, and highlighted the unique role played by logistics park in the transformation process.
We should transform logistics channel into channel economy
We should transform logistics channel into channel economy
Zhou Lei takes the development of logistics industry in Xinjiang as an example to explain. Dr. Zhou Lei believes that one belt, one road, is to develop the Xinjiang economy. We must try to change the history of 'transportation with no traffic, no access to the economy, and the economy of the corridor'. We must change the reality of 'no traffic, no logistics, and no access to the economy' in the north and south directions. With the promotion of 'one belt and one road', we will have closer ties with the economic cooperation of Central Asian countries, Russia and Pakistan. This situation will change.
One belt, one road one belt, one road name card, has been a strategic gift to the central government in the city of Asia and Europe. For example, 'Zheng xin'ou', 'Han xin'ou', 'Yu xin'ou', 'Yue xin'ou', 'Luo xin'ou' and Suzhou have also issued sporadic and irregular European trains, as well as Lianyungang Europe train, Xi'an Europe train, Tianjin Port train to Europe, and Xinjiang international train with Almaty of Kazakhstan in 2014. Through the Silk Road Economic Belt, the shift of trade logistics with Europe should be the main form of logistics transportation in the future.
However, due to the fact that the freight source of China Europe trains in many cities is difficult to meet the requirements of the whole train volume, and the fact that the government invests a lot of subsidies every year, we can regroup the 'trains' from mainland cities to Europe by combining the functions of Sanping farm of the '12th division' of Xinjiang Construction Corps and the container marshalling station and container logistics center station being planned and constructed by China Railway Corporation And logistics operations, and then to Europe. This not only solves the economic problem of train operation, reduces the government's subsidy burden, but also makes the trains to Europe truly achieve 'balanced transportation'. Moreover, it is easy to solve the two-way transportation imbalance problem when the return goods from Europe go to the eastern inland cities or coastal cities. In addition, the government of Xinjiang Autonomous Region and Xinjiang Construction Corps should lay out logistics parks along the railway network of the 'Silk Road Economic Belt' as far as possible, so that goods can be landed in Xinjiang. Otherwise, the goods in the eastern region will directly pass through the continental bridge and exit through the Alashankou or Horgos, which will have no value to the economy of Xinjiang. This is the typical feature of 'transportation, no logistics; channel, no channel economy'.
In addition, in the north-south direction, Xinjiang should first open up the channels. On the basis of opening up the channels, Xinjiang should make use of the layout of logistics parks to transform the channels into channel economy. It is one belt, one road strategy that promises the potential of local development to combine the construction of the channel with the logistics nodes effectively and stimulate the development of the local economy.
Coincidentally, a case in Hebei is quite similar to that in Xinjiang. Shuohuang railway terminal in Huanghua port is just like this. Its driving force to the development of Bohai new area was very limited in the past. One of the reasons is that it did not transform the traffic channel into the logistics channel, so naturally it could not form the channel economy. At present, the yangerzhuang coal logistics park planned in Bohai new area is connected with Shuohuang Railway, which produces good economic value, realizes the transformation of channel economy, and makes an important contribution to the container throughput of Huanghua port and Tianjin port.
Source: ande Logistics Co., Ltd